Low Emission Zones and Adoption of Green Vehicles Keep Your Clunker in the Suburb: IZA DP No
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IZA DP No. 8180 Keep Your Clunker in the Suburb: Low Emission Zones and Adoption of Green Vehicles Hendrik Wolff May 2014 DISCUSSION PAPER SERIES Forschungsinstitut zur Zukunft der Arbeit Institute for the Study of Labor Keep Your Clunker in the Suburb: Low Emission Zones and Adoption of Green Vehicles Hendrik Wolff University of Washington and IZA Discussion Paper No. 8180 May 2014 IZA P.O. Box 7240 53072 Bonn Germany Phone: +49-228-3894-0 Fax: +49-228-3894-180 E-mail: [email protected] Any opinions expressed here are those of the author(s) and not those of IZA. Research published in this series may include views on policy, but the institute itself takes no institutional policy positions. The IZA research network is committed to the IZA Guiding Principles of Research Integrity. The Institute for the Study of Labor (IZA) in Bonn is a local and virtual international research center and a place of communication between science, politics and business. 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IZA Discussion Paper No. 8180 May 2014 ABSTRACT Keep Your Clunker in the Suburb: Low Emission Zones and Adoption of Green Vehicles* Spatial distribution and leakage effects are of great policy concern and increasingly discussed in the economics literature. Here we study Europe’s most aggressive recent air pollution regulation: Low Emission Zones are areas in which vehicular access is allowed only to vehicles that emit low levels of air pollutants. Using new administrative datasets from Germany, we assess the distribution of air pollution and the spatial substitution effects in green versus dirty vehicles. We find that LEZs decrease air pollution by around nine percent in urban traffic centers while pollution is unchanged in non-traffic areas. These results are driven by our finding that vehicle owners have an incentive to adopt cleaner technologies the closer they live to an LEZ. We reject the widespread concern that dirty vehicles contribute to higher pollution levels by increasingly driving longer routes outside of the LEZ. Back of the envelope calculations suggest that the health benefits of roughly two billion dollars have come at a cost of just over 1 billion dollars for upgrading the fleet of vehicles. Moreover, we find that non-attainment cities that decided not to include an LEZ but engaged in other methods (building ring roads, enhancing public transportation), experience no decrease in pollution. JEL Classification: Q58, R48 Keywords: air pollution, low emission zones, PM10 Corresponding author: Hendrik Wolff University of Washington Department of Economics 349 Savery Hall, Box 353330 Seattle, WA 98195-3330 USA E-mail: [email protected] * We like to thank Maximilian Auffhammer, Maureen Cropper, Lucas Davis, Sumeet Gulati, Shanjun Li, Paulina Oliva and Elaina Rose for helpful discussions. The paper especially benefited from very detailed comments and suggestions by two anonymous referees and the editor. Thanks are also due to the seminar participants at the University of Washington, the University of California, Santa Barbara, and the AERE conference in Vancouver. We further like to thank the Umweltbundesamt of Germany to providing the air pollution data and the Kraftfahrtbundesamt of Germany for help discussing the vehicle emission categories. We are grateful for the research grant provided by the Royalty Research Fund of the University of Washington. All remaining errors are ours. This paper is forthcoming in the Economic Journal. When citing the paper, please refer to the journal version, see DOI 10.1111/ecoj.12091. 1. Introduction Recently, increased public health concerns have elevated the role of clean air policies. In particular, focus is on PM10—the class of particulate matter smaller than 10 micrometers—a major air pollutant from vehicle emissions. Because PM10 can enter the lungs and bloodstream, it is often considered the most lethal air pollutant. In the European Union alone, PM10 is estimated to cause 348,000 premature deaths annually. To put this into context, ozone—Europe’s second most deadly air pollutant—only causes about 21,000 premature deaths (Watkiss et al. 2005). In response to these health risks, the European Commission2 enacted the 2005 Clean Air Directive, which marks an unprecedented attempt to mandate low levels of PM10. When cities violate the maximum allowable limits, mayors and local governments have to develop so-called clean air action plans. While these action plans can consist of various traffic measures, the most drastic has been the Low Emission Zone (LEZ), which defines an area where higher-polluting vehicles are completely banned from driving (Wolff and Perry 2010). In Germany, to deal with the large number of cities exceeding the EU threshold, the government has categorized vehicles into four mutually exclusive classes of PM10 emissions. All 46 million German cars, buses and trucks are required to display a colored windshield sticker indicating its PM10 pollution class. As of 2010, 41 German cities have implemented LEZs banning vehicles based on the colors of these stickers. These zones have been controversial, however, because of the costs imposed on drivers and especially truck companies, for whom upgrading fleets to the appropriate sticker can be quite expensive.3 According to a recent online survey, over 91 percent of Germans disapprove of LEZs, considering them too bureaucratic with likely having little effect (DSM 2009). In an earlier survey, 70 percent of drivers stated they might drive around LEZs to avoid upgrading their vehicle (Vienken 2008). Despite these criticisms, LEZs have become a popular quick fix for local governments struggling to avoid the large financial penalties imposed for exceeding the EU limits. For example, a recently 2 The European Commission is the executive body of the European Union (EU). It proposes, implements, and enforces EU legislation for all of its twenty seven current member states. 3 Conversion to the next higher sticker costs 800 to 2,500 USD for passenger cars and 7,000 to 22,000 USD for larger vehicles and trucks, although conversion is technologically infeasible for some vehicles. Major newspapers’ headlines noted ‘Particulate Matter: The insanity of LEZs’ (Bild 2009), or ‘Driving Ban in LEZs: Much Dust for Nothing’ (Süddeutsche 2009). 2 announced penalty for the city of Leipzig is 700,000 Euro per day, or 1,050,000 U.S. Dollar (USD) per day, because of non-attainment with the EU clean air regulation. Germany is not alone in limiting vehicle use. Driving restrictions have been used for decades in some of the world’s most polluted cities. In 1989 Mexico City introduced the Hoy No Circula (HNC) policy which prohibits driving between 5am and 10pm one weekday per week based on the last digit of one’s license plate.4 Other forms of driving restrictions include partial and total bans (Italy, Athens, Amsterdam, Barcelona, and Tokyo); traffic cell architecture, such that vehicles can drive within cells but must take circumferential ring roads between cells (Goddard 1997, Vuchic 1999); traffic bans on days when air pollution exceeds certain thresholds (Milan and other Italian cities); and emissions fees combined with LEZ (in Greater London’s LEZ, larger vans and lorries pay a daily PM10 emission charge of 250 to 500 British pounds (392 USD 5 to 784 USD) if they do not meet the Euro IV PM10 standard ). Uncertainty about the effectiveness, however, creates difficulties to make informative decisions among policy options and to gain public support by policy makers. As a result, often choices seem ad hoc and regionally clustered.6 Despite the widespread use of driving restrictions, the related empirical literature is sparse. In a recent study, Davis (2008) analyzes the effect of Mexico City’s HNC policy on air quality. While he finds no change in weekday pollution levels, pollution actually increased on weekends and weekday late nights as drivers substituted towards driving when the HNC was not in effect. Davis shows this ineffectiveness is due to a surprising behavioral response: drivers circumvented 4 Similar license plate programs have been implemented in Athens (1982), Bogota (1998), Santiago (1986) and São Paolo (1997), San Jose (2005), La Paz (2003), all of Honduras (2008), and Beijing (2008). 5 In 2008, the Greater London Authority established one of the largest current LEZs in Europe, which roughly includes the area within the ring highway M25 that encircles Greater London. It restricts the most polluting vehicles according to the PM10 standard of the Euro IV norm, including buses, coaches, vans, utility vehicles, minibuses of weight 1.205 tones and more and diesel-engined heavy goods vehicles. This LEZ is different from London’s Congestion Charging Zone of eight pounds per day which operates on workdays during daytime only in London’s Center District (Leape 2006, TFL 2008). 6 Low Emission Zones (LEZs) are particularly popular in Europe, license plate programs implemented in Latin America and congestion charging mostly considered in northern Europe and major Asian urban centers. Instead, price-based policies that aim to limit congestion and emissions include road pricing and congestion fees. Singapore (1975), London (2003) and Stockholm (2006) charge fees to drive into the city center. While New York City's congestion fee stalled in the legislature, San Francisco is currently debating a six dollar fee to drive through downtown.